Train-controlling apparatus.



A. J. BROOKINS.

TRAIN CONTROLLING APPARATUS.

APPLICATION FILED JUNE 28,1916. 1,28%,49%Q Patented Dec.24,1918.

4 SHEETS-SHEET I A. J, BROOKINS.

TRAIN CONTROLLING APPARATUS.

13258894940 APPLICATION FILED JUNE 28. I915. Patented Dec 24,1918. 4SHEETSSHEET 2 A wdfm? m: Noam: P515125 00.. Pno'mumu, wuummou, n c.

A. J. BROOKINS.

TRAIN CONTROLLING APPARATUS.

APPLICATION FILED 111N528. I9l6.

Patented Dec.24, 1918.

4 SHEETSSHEET 3- attozmug m: "an": runs cu. mamurna. Imsnuvomn. n. c

- A. L BROOKINS.

TRAIN CONTROLLING APPARATUS.

I APPLICATION FILED JUNE 28, i916. 1,288,%94h Patented Dec. 24, 1918.

4 SHEETS$HEET 4 AFT FElQE.

ANDREW J. ianooKrns, or BUXTON, IOWA.

TRAIN-CONTROLLING APPARATUS.

essaoe.

Specification of Letters Patent.

Patented Dec. 24, 1918.

Application filed June 28, 1916. Serial No. 106,511.

To all whom it may concern:

Be it known that 1, ANDREW J BRooKrNs, a citizen of the United States,residing at Buxton, in the county of Monroe and State of Iowa, haveinvented new and useful Improvements in Train-Controlling Apparatus, ofwhich the following is a specification.

This invention relates to improvements in train controlling apparatusand has particular application to a train stopping cab signaling andindicating system.

In carrying out the present invention, it is my purpose to provide traincontrolling apparatus whereby in the event of a train attempting toenter an occupied block, a danger signal will be energized in the cab ofthe locomotive so as to advise the engineer of the condition of thetrack, and the propelling power of the motor car out off and the brakesapplied in the event of the engineer disregarding the danger signal andpermitting his train to run by the road signal set at danger andcontrolling the entrance to the occupied block.

It is also my purpose to provide apparatus of the class described whichmay be held agains d operation by the engineer of the train, as when themotor car equipped with such mechanism is at the rear end of a train andacting as a pusher, thereby enabling the engineer to run his train pastthe danger signal when conditions justify such action.

I further propose to provide apparatus whereby upon entering a blocl:safety, caution, or danger signals in the cab of the motor car will beselectively energized through trackside contacts in accordance withconditions in the two succeeding blocks; and simultaneously analternative circuit will be prepared to maintain the selected signalenergized until the next signaling point is reached.

With the above and other objects in view, the invention consists in theconstruction, combination and arrangement of parts hereinafter set forthin and falling within the scope of the claims.

In the accompanying drawings Figure 1 is a diagrammatic view of thetrack circuits of a train controlling system constructed in accordancewith the present invention.

Jig. :2 is a similar view of the car carried mechanism and the circuitscontrolling the same as actuated by clear signal conditions of thetrackside apparatus.

Fig. 3 is a diagrammatic sectional View through a portion of the carcarried mechanism in normal position.

Fig. 4 is a plan view of a hand operated lever and control valvesconstituting portions of the car carried mechanism.

Fig. 5 is a longitudinal sectional view hrough a controlling valve suchas shown in Fig. 6.

Fig. 6 is a cross sectional view through one of the controlling valves.

Fig. 7 is a sectional view through the same valve taken at right anglesto Fig. 6.

Fig. 8 is a view showing the circuit connections between the track andthe station.

Referring now to the drawings in detail and particularly to theapparatus illustrated in Figs. 1 to 7 inclusive, 1 designates a trackwaydivided into blocks a, Z), c, d, etc, in the usual manner as byinsulation between the rails. Located in each block is a battery 2having the opposite sides thereof connected with the lines of railsrespectively of the block, and also disposed in each block is a relay3", 3, and 3 which will be herein designated as a track relay, havingthe respective terminals thereof connected with the lines of rails ofthe block and including a coil and an armature, the coil of the relaybeing normally energized by the battery 2, current flowing from one sideof the battery, through one line of rails, the winding of the relay andback to the-other side of the battery by way of the remaining line ofrails.

Arranged adjacent to the entrance to each block are contact rails 10, 11and 12 and leading from the contact rail 12 is a conouctor 12 whileconnected with the rail 10 is a conductor 12 These conductors 12 and 12are adapted to be electrically connected to each other by the armaturesof what will be herein referred to as dangefi relays 12 12 12 Thetrackrelays 3 3, etc, control armatures 1, 2, 3, 4 and 5" and arrangedadjacent to the track relay in'each block is what may be termed anenergizing relay 16 and 16, controlling armatures 6, 7, and 8. Theterminals of'the danger relays are normally connected with therespective poles of batteries G through the medium of the armatures 1and 2 under the control of the "track relays and the armature 6 and 7under the control of the energizing relays. Tapped onto the rails 10 and11 respectively are conductors 11 and 11 adapted to be connected to eachother by means of the armatures of what may be termed.caution relays 1111 11. The caution relays are connected in an electric circuit includingbatteries F and extending through the armature 3 or the track relay ofthe block-in advance and the armature 8 of such block, and that portionof the circuit between armature 8 and the corresponding caution relay isconnected to a back contact 0 disposed in the path of the armature 8 ofthe corresponding track relay. Each caution relay is also under thecontrol of the armature 4 of the track relay of the second block inadvance, a wire f being connected to the armature 4: of such relay andtapped onto the circuit at the connection between the circuit and theback contact 6, and the wire 9 connected to the contact. of sucharmature and to the other side ofthe battery g As long as each trackrelay is energized from the corresponding track battery, the armaturesunder the control of such relay are held in normal position to close thecircuit of the corresponding danger relay provided the correspondingenergizing relay energized. VV'hen, however, the track relay is shortcircuited, incident tothe presence of the energizing relay or thecondition of the block in advance. At the same time, the contact 4L willopen the circuit controlling the caution relay of the second block inthe rear. The circuit under the control of contact 5 extends through thewinding of the energizing relay of the block in advance, as clearlyillustrated in Fig. 1 of the drawings.

It will be noted that when a danger relay is deenergized, the respectivecaution relay is energized so that either one of the rails 11, 12 willbe connected to the rail 10 at all times.

In the preferred form of my invention as illustrated in Fig. 8, theenergizing relays are controlled from a station. Located in the stationand corresponding in number to the blocks are lamps 21 and leading fromone side of each lamp 2]. is a conductor 18 terminally connected to theenergizing relay 16' under the control of the armature 5 correspondingto the lamp 21. The remaining terminals of the lamps 21 are tapped ontoa common conductor 19 connected to one side of a source of energy such,for instance, as a battery N and from the other side of the battery Nleads a common conductor 20, to which the pivoted ends of the armatures5 are connected. When any one of the armatures 5 is actuated to circuitclosing position the energizing relay of the block ahead and thecorresponding lamp 21 are energized. Located 111 each conductor 18 1s aswitch 24,

and shunted across each contact 5 is a lamp '22 in series with a switch23. It will be seen that by means ofthe switches 23 and 2a and witheither one of contacts'83, 84. Leading from the contact 83"is aconductor -89 connected with a shoe 10 depending from the motor car andadapted'to engage the contact rail 10 when the motorcar is traveling inone direction. Also depending from the motor car are contact shoes 10and 11 and 12" designed to engage respectively the contact rails 10, 11and'l2'when the train is traveling in one direction. The contact shoe 12is arranged at the center of the car so as to engage the rail 12 whenthe car is traveling in either direction and arranged upon the otherside of the car are contact shoes 11-10 R-lO and R-llf corresponding tothe shoes 10, 10 and 11 respectively and adaptedto engage thecontactrails 10 and 11 when the car is traveling in the other direction. 80designates a normallyjenergized relay including a coil and an armature95 and one terminal of the coil of the relay is connected with the otherside of the-battery J by means of a conductor 88, while the'otherterminal of the coil is con-: nected to a resistance 91 which, inturn,is connectedv to the pivot point of the blade 87 of a two-way switchincluding contacts 7 85 and 86, adapted to be engagedby the blade. Thecontact85 is connected to the shoe 10 by a conductor 89, while thecontact 86 and the contact 84 are connected to the shoe 11-10, asclearly illustratel in Fig. 20f the drawings. The switch blades '82 and87 are under the control of: the reverse gear of the motor car. Mdesignates a second source of energy carried by the frame, which, in thepresent instance, is shown in the form of a battery and leading from oneside of the battery M is a conductor 95M terminally connected with thearmature 95 of the relay 80. Connected to a contact disposed at one sideof the armature '95 and engaged by such armature when the relay 80isenergized, is a conductor 410 terminally connected with a switch blade4:00 pivoted between its ends and having one end adapted to engageeither one of two contacts 401, 402, and the other end connected with acore. the control of a solenoid 201,"while the lower end is under thecontrol of a solenoid 110.

The upper end of the core is under I Leading from the contact 401 is aconductor 101 terminally connected to a blade 103 pivoted between itsends and having one end adapted to engage either of two contacts 404 and4:05 and the other end connected to a core having the upper end underthe control of a solenoid 109 and the lower end under the control of asolenoid 108. From the contact 104 leads a conductor 4:06 terminallyconnected to a conductor 106. The conductor 106 is connected to acontact disposed on the under side of the armature of a relay 102.Tapped onto the conductor 106 is a conductor 106 extending through thewinding of the solenoid 108 and terminally connected to a conductor 109"that extends through the solenoid 110, an armature 112 and a solenoid220, and is terminally connected to the other side of the battery M. Thearmature 112 and a second armature 205 are under the control of ane1ectromagnet 200 and one terminal of the magnet 200 is tapped onto theconductor 109 at a point between the battery and the solenoid 220 bymeans of a conductor 200* that extends through the coil of the solenoid201. Leading from the other terminal of the magnet 200 is a conductor200 terminally connected to a contact disposed at the upper side of thearmature of a relay 100. A second contact is arranged below the armatureof a relay 100 and is connected to the armature of a relay 102 by aconductor 105. From the pivot point of the armature of the relay 100leads a conductor 104: terminally connected to a back contact of thearmature 95. The terminals of the relay 100 are connected, respectively,to the shoe 12 by means of a conductor 100 and the side of the battery Jopposite from the conductor J, while the terminals of the relay 102 areconnected, respectively, to the shoes 11 and R-ll by means of aconductor 102 and a branch conductor therefrom, and to the side of thebattery J opposite from the conductor J by conductor 100 which isillustrated in Fig. 2 as common to relays 100 and 102. 81 designates anelectric bell or other form of audible signal and extending through thebell is a conductor 101 having one terminal connected to the side of thebattery J opposite from the conductor J and the other terminal connectedto the shoe 10 and the shoe 10 is connected to the shoe R40 by a branchconductor, as, shown. A section of resistance is preferably connectedacross the terminals of the bell 81, and leading from a contact disposedbelow the armature 205 is a conductor 206 tapped onto the conductor 101and including a resistance section 206. Connected across the terminalsof the magnet 200 are lamps 200. Leading from the contact 402' is aconductor 402 connected to the conductor 200 while leading from thecontact 405 is a conductor 405 that extends through the winding of thesolenoid 109 and is tapped onto the conductor 109. Connected across theterminals of the solenoid 109 are lamps 109, while connected across theterminals of the solenoid 108 are lamps 108. The relays 100, 102, arepreferably low resistance relays. 420 designates a contact switchnormally held open by a spring r20 and connected across the conductors401' and 109 and disposed in the path of movement of the engineers brakecontrol valve handle.

The operation of the mechanism is as follows :'Assume that a trainenters block 6, track relay 3 is short circuited, and contact 5 of relay3* establishes connection with the back contact thereof establishing acircuit including energizing relay 16.

The energizing relay 16 Fig. 1, closes the circuit of relay 12protecting the entrance to block 0 providing of course, block 0 isunoccupied as in this instance. It can be seen by the drawings that thenear control circuit of relay 11 is broken at contact 8 of relay 16,this leaves relay 1.1 under control of contact 4 of track relay 3 Block65 being unoccupied, in this instance, the distant control circuit ofrelay 11* remains closed. When train is nearing the exit end of theblock the shoes of locomotive ride into engagement with the contactrails as fol lows: 10 and 10, Figs. 1 and 2, engage rail 10, 11 engagesrail 11, 12 engages rail 12. In the present instance, the rail 11 isconnected to rail 10 through the medium of conductor 11, contact ofrelay 11 and conductor ll The rail 12 is connected to rail 10 throughthe medium of conductor 12, contact of relay 12 and conductor 12 hen thelocomotive shoes engage the contact rails under the above describedconditions the following action takes place: current fiows from batteryJ to shoe 10*, the rail 10 is charged by current from shoe 10, shoe 10picks up current from rail 10, this passes through and energizes alarm81 and a resistance in multiple with it to negative side of battery J.This action takes place regardless of which signal is displayed.

Current also flows from rail 10, through conductor 12* contact of relay12 and con ductor 12, to rail 12, shoe 12, conductor 100, coils of relay100, return to battery J.

Current also flows from rail 10 through conductor 11 to contact of relay11 through conductor 11, contact rail 11, shoe 11, conductor 102, coilsof relay 102, return to battery J. Relay 80 and resistance 91 being ofhigh resistance the greater part of the current will take the abovepaths of least resistance through relays 100 and 102, and there will notbe sufficient current flowing through the coils of relay 80 for it tohold its armature, which falls away. This battery M.

r&

allowsthe current from battery M to take the following path: Conductor95M, contact or armature 95, conductor 104, contact 100 (in the presentinstance relays 100 and 102 are energized and are therefore attractingtheir armatures), conductor 105, contact 102", conductor 106, here thecurrent divides a part flowing through and energizing lamps 108, givingaclear signal, and a part flowing through solenoid 108 which in turn isenergized attracting its plunger andthereby placing the lever 403 incontact with contact 404. The current unites and flows through conductor109, to solenoid 110 energizing same and by it attracting its plunger itplaces lever 400'in contact with contact 401, the current passing onthrough conductor 109", to electro-magnetic valve 220, to return tobattery M.

The above action describes a clear signal. As soon as the locomotiveclears the contact rails the full current from battery J will flowthrough the coils of relay 80, it will therefore pick up its armature95. This turns current from battery M over the following path: from 95Mto 95, to conductor 410, to lever 400, contact 401, conductor 401, lever403, contact 404, conductor 406, conductor 106, here it divides a partflowing through lamps 108- and a part-through the coils of solenoid 108,forming a junction at and flowing through conductor 10.9,to coils ofsolenoid 110, back to conductor 109, contact 112, electro-magnetic valve220, to Thus, we have a continuous clear indication until thenextcontact rails are reached. o

e will assume that blocks 0 and (Z are occupied and the train equippedwith the signal mechanism is in block I). Track relays 3, 3 and 3 droptheir armatures in the usual manner, contact 4 of block cl will open thedistant circuit 82, 32 of relay 11 which would allow relay 11 tobecomedeenergized if track relay controlling the entrance to block 0 wasattracting its armature, but, in this instance, this particular block isoccupied, therefore track relay 3 is deenergized and the distant signalcircuit will be closed through the back contact of contact 3 as follows:Battery F contact 3, conductor 32", conductor 32, coils of relay 11 tobattery F, thus relay 11 will remain energized. By contacts 1 and 2 oftrack relay controlling the entrance to block 0 being open it will breakthe circuit holding relay 12 energized, it will therefore drop itsarmature, thereby breaking the electrical continuity of conductorsconnecting rails 10 and 12. The train in block b on nearing the end ofthe block will receive a stop or danger signal as follows: The shoes 10and 10 will engage rail 10 and shoes 11 and 12 will engage contact rails11 and 12 respectively flows from battery J through shoe 10 rail10,-shoe 10", alarm 81, ai1d to positive side of battery .J, thussounding the alarm. Current also flows from battery J to shoe 10 rail10, conductor 11 11, rail 11, shoe 11, conductor 102, coils of relay 102and the battery J. Contact of relay l2 is open, consequently no currentflows through the circuit comprising battery J, shoe 10 rail 10,conductor 12 conductor '12", rail 12, conductor 100, relay 100, andreturn to battery J, so that relay 100 isdeenerg-ized and armature 100"engages with contact on wire 200.

Relay 80 is thus shunted as in the previous instance-and opens contact95 whereby current from battery M will flow as follows: Conductor 95M,contact 95, conductor 104, contact 100, conductor 200, here it divides apart flowing through and energizing danger signal lamps 200", and a partof it flows through the coils of relay 200 and-energizes such relay,which-inturnattracts its arm'atures. Thus, the electrical continuity ofcircuit including coils of electro-i'nagnetic valve 220 is broken, andthe electrical continuity of circuit including alarm bell isestablished. The current unites and flows through conductor 200, throughthe coils of solenoid 201 and energizingsame which in turn attracts itsplunger and places lever 400 in contact with plate 402. The currentpasses through conductor 202 to battery M. By the electromagnetic valvebeing deenergized,the train stopping mech anism will operate and by theclosing of the front contact of relay 200, the alarm willcontinue toring as long as the danger signal is displayed. 7 V

lVhen the shoes clear the contact rails, relay 80 picks up and currentfrom battery M flows as follows: 95M conductor-410, lever 400, contact402, conductor 402, a part flowing through the lamps 200 and a partflow-' ing through the coils of the relay 200, uniting at 200 andflowing through the solenoid 201, through conductor 200 to common bat-Vtery M. Thus, a danger signal will be displayed until the next set ofcontact rails are reached. 7 v

Suppose thatblock c was unoccupied and block (Z was occupied and ourtrain is in block b. By referring to the drawings, it can be seen, inthis instance, that by track relay 3 controlling the entrance to block 0being energized and the relay 16 being energized the circuit of relay 12is closed, therefore, the electrical continuity of conductors 12;and'12" is established. The circuit controlling relay 11 is broken bycontact 4 of block cl, thus relay 11" is deenergized, this breaks theelectrical'continuity of conductors 11 and 11. When train in lock 6reaches the contact rails the following action will take place: A partof the current from rail 10 will flow through the alarm as usual and apart will flow through 12 12, rail 12, conductor 100, coils of relay100, return to battery J. Thus, the current from M will flow follows:95M, 95, conductor 104, contact 100", conductor 105, contact 102, andconductor 107, a part flowing through caution lamps 109, and a partflowing through solenoid 109, energizing said solenoid and by attractingits plunger it places lever 403 in contact with plate 405. The currentunites and flows through conductor 109, through coils of solenoid 110,

energizing same and by attracting its plunger it places lever 400 incontact with plate 401, current then passing through conductor 109,contact 112, E. M. valve 220, return to battery M. When train clears thecontact rails, the path of the current from battery M is as follows:Conductors 95M, 95, conductor 410, lever 400, plate 401, conductor 401,lever 403, plate 405, conductor 405, a part flowing through lamps 109and a part flowing through solenoid 109, uniting at 108", and onconductor 109 through coils of solenoid 110, back to conductor 109",contact 112, coils of electro-magnetic valve, to battery M. Thus, wewill have a caution signal displayed until the next contact rails arereached.

Located upon the motor car is a fluid motor comprising, in the presentinstance a vertical cylinder 44 and a piston 45 slidably mounted withinthe cylinder 44 and equipped with a piston rod 46 projecting outwardlythrough the top end of the cylinder 44. The upper end of the piston rod46 is connected through a suitable lever and link mechanism 47 with acontrolling element of the motor car, the throttle valve lever in thecase of a steam propelled car, and a circuit breaker in the case of anelectrically propelled car. The outer end of the piston rod 46 is alsoconnected through suitable lever and link mechanism 48 with a valve 49located in the brake pipe of the air brake system. The valve 49comprises a casing 50 formed with an outlet port 51 normally closed bymeans of a spring valve 52 adapted to open outwardly under pressure, andwith an exhaust port 53 adjacent to the port 51. Rotatably mountedwithin the casing 50 is a turn plug 54 formed with a passage 55 adaptedwhen the plug is turned to one position, to establish communicationbetweenthe brake pipe and the atmosphere by way of the port 51, and whenthe plug is turned to another position, to establish communicationbetween the brake pipe and the atmosphere by way of the port 53. Whenthe brake pipe opens into the atmosphere through the port 51, thepressure in such pipe forces the valve 52 open and so reduces thepressure in the brake pipe slowly, thereby effecting an application ofthe brakes similar to a service application, while when the plug isturned to establish communication between the brake pipe and theatmosphere through the port 53, the pressure in the brake pipe is fullyreleased to effect an emergency application of the brakes. This turnplug 54 is connected with the mechanism 48 and in the operation of themechanism 48 under the action of the piston 45 in its downward movementin the cylinder 44, the plug 54 is turned to bring the brake pipe intoregistration with the port 51 and then cut off such registration andestablish communication between the brake pipe and the port 53. Thus,the too sudden application of the brakes to the wheels will beprevented. 57 designates a two-way valve of suitable construction havingone port connected with the upper end of the cylinder 44 by way oi aconduit 58, another port connected with the main air reservoir of theair brake system by way of a conduit 59, and another port 60 openinginto the atmosphere. This valve is preferably of the rotary plug typeand when the plug is turned to one position the conduits 59 and 58 arein open communication so that air may enter the upper end of thecylinder 44, while in the other position the conduit 58 opens into theatmosphere through the port 60 so that the air in the upper end of thecylinder 44 may be discharged into the atmosphere. Gonnected. with thelower end of the cylinder 44 is one extremity of a conduit 61 and theopposite extremity of the conduit 61 is .connected with one port in thecasing of a valve 62, while leading from another port in such casing isa vertically extending pipe 63 having the upper end thereof equippedwith a whistle 64.- Located in the pipe 63 and normally closing suchpipe so as to prevent the flow of fluid through the whistle 64 is avalve 65. Leading from a port in the casing of the valve 62 at a pointdiametrically opposite the pipe 63 is a pipe 66 and thepipe 66 isconnected with one port in the casing of a valve 67, while another portin the casing of the lastmentioned valve is connected by way of aconduit 68 with the main air reservoir 68 of the air brake system.Connected with another port in the casing of the valve 67 is an airchamber 69 to insure quick action of the motor 44. The stems of thevalves 62 and 67 are equipped with levers'70, 70 respectively andconnected with the levers 70, 70 are links 71 projecting toward eachother and having the adjacent ends thereof pivotally connected to a handoperated lever 72 having a handle at one end and the other end fulcrumedas at 73. Connected with the lever 72 and acting to swing the samenormally in one direction are retractile springs 74. The valve 65, shownin Fig. 5, is held closed by the solenoid 220 as long as the latter isenergized and is designed to open under pressure when relieved of theinfluence of the solenoid.

1 Normally, the valve 62 is in a position to establish communicationbetween the conduit 61 and the pipe 63 and cut off com-. municationbetween the pipe 66 and the conduit 61 and pipe 68, while the valve 67is in a position to cut off communication between the main air reservoir68 and the pipe 66 and establish communication between such reservoirand the air chamber 69, when the valve is in'closed position. The valve57 is normally in a position to establish communication between themainair reservoir and the upper end ofthe cylinder 44 and to cut offcommunication between such end of the cylinder 44' andvthe atmos phereby way of the conduit 58 and the port 60. In this condition of the valveair is trapped in the lower portion of the cylinder 44 and holds thepiston 45 elevated so that the controlling device of'the motor carandthe valve 49- underthe control of I the mechanisms 47 and48'i'espectively will remain uninfiuenced. Then, however, the solenoid.220 is deenergized, as previously described, the pressure on the underside of the valve 65 opens the latter, thereby releasingfthe pressurefrom the lower end of the cylinder 44 and this air passes from the lowerend of the cylinder 44 through the conduit 61 and pipe 63 into theatmosphere through the whistle 64-, thereby. sounding the latter; As theair is released from the lower end of the cylinder 44, the air acting onthe upper surface oi' the piston 4-5 slides such piston downwardlywithin the cylinder and in the dowu ward movement of the piston thc linkmechanism 47 operates the controlling. element of themotor car to cutoff thepropelling power of such car, while the link. mechanism 48actuates the valve 49 to effect an applicationoi the brakes.

The side wall of the cylinder 4-1.- is formed with a bypass 79 ad acentto the upper. end thereof and this bypass establishes ronn nunicationbetween the upper and lower. ends of tlie cylinder 44 when thepiston is1 normal position, the lever 72 is: swung, to

movethe levers 70, and the valve 652: and

67*respectivelyandin this movement of the valve 62cominun-icationbetween'the conduit '1 and'the pipe 63 is cut off andicom-munt.

cation betweenisuch conduit andtthelpipe 66 established, while in themovement of the" valve 67 communication between th-e main airreservoirand the chamber. 69,,and the pipe 66 is established'.=. Simultaneouslywith the operation of the valves 62 and. 67

as just described, the valve 57 is operated to cut oif communicationbetween the main air reservoir and the upper end of the cylinder and toestablish communication between the upper end of the cylinder and, theatmosphere. In this condition of the 62, 67, and 57, the lower end ofthe cylinder is in communication with the main air reservoir so that theair in the main air reservoir may pass into the cylinder 44 to elevatethe piston 45 and in the upward movement of the piston 45 the air abovethe piston is discharged into the atmosphere through the conduit 58 andtl e exhaust port 60 of the valve 57 As illustrated this system isadapted only to trains travelingin one direction.

While I have herein shown and described the preferred-form of myinvention by way of illustration, I wish it to be understood that I donot limit or confine myself to the precise details of constructionherein described and delineated, as modification. and variation may bemade within the scopeof the claims without departing from thespirit or"the invention.

I claim:

1. In a railway controlling, system, a trackway divided into blocks,a'pairof normally connected and a pair of normally disconnected contactsin each block, means for disconnecting,v and connecting. contacts of agiven block'in accordance with the presence of cars in other blocks; acar carried mechanism comprising partial circuits adapted to becompleted through said contactsand. con

nections, a normally deenerg'ized,electroresponsive device in eachpartialcircuit and mally energized-device; and circuit closing.ClGVlCGSj'lIl suchalternative circuits adapted.

to be closed by current flow in the first mentioned signal circuits andto be retained inclosed position by current flow in said alternativesignal circuits.

trat lllilllYCOH'ilGCtBCl and a pair of-normallydisconnected contactsineach block, meansifordisconnecting. and connecting contactsot a:. givenblockin accordance with the presenceof cars in other blocks; a carcarried mechanism comprising p 't al'circu-i'ts adapted to be completedthroughsaid Iconta cts an d (coniieotions, a normally deenergizedeleetrorei 7 12 0; 2; In railway controlling SYSl'BH-l, a-

way divided .UiilOlJ'lOCiiS, aprir ofnon sponsive device in each partialcircuit, and contacts therefor; a normally energized electroresponsivedevice adapted to be denergized by completion of a partial circuit, andcontacts for such device, electroresponsive signal means circuits forsaid signal means through contacts of said normally deenergizedelectroresponsive devices and a contact of said normally energizedelectroresponsive device, alternative circuits for said signal meansthrough another contact of said normally energized device; and circuitclosing devices in such alternative circuits adapted to be closed bycurrent flow in the first mentioned signal circuits and to be retainedin a closed positionby current flow in said alternative signal circuits;a motor, a normally-energized means for preventing operation of saidmotor, and means actuated by current flow in one of said signal circuitsfor deenergizing said normally energized means; said motor adapted tocut off the pro pelling power and apply the brakes of the car.

3. In a railway controlling system, a trackway divided into blocks, apair of normally connected and a pair of normally disconnected contactsin each block, means for disconnecting and connecting contacts of agiven block in accordance with the presence of cars in other blocks; acar carried mech anism comprising partial circuits adapted to becompleted through said contacts and connections, a normally deenergizedelectroresponsive device in each partial circuit, and contacts therefor;a normally energized electroresponsive device adapted to be denergizedby completion of a partial circuit, and

vcontacts for such device; electroresponsive signal means, circuits forsaid signal means through contacts of said normally deenergizedelectroresponsive devices and a con tact of said normally energizedelectroresponsive device, alternative circuits for said signal meansthrough another contact of said normally energized device; and circuitclosing devices in such alternative circuits adapted to be closed bycurrent flow in the first mentioned signal circuits and to be retainedin a closed position by current flow in said alternative signalcircuits; a motor, a normally energized means for preventing operationof said motor, and means actuated by current flow in one of said signalcircuits for deenergizing said normally energized means; said motoradapted to cut ofi the propelling power and apply the brakes of the car;and an audible signal operated by said motor.

4. In a railway controlling system, a car carried mechanism comprisingpartial circuits and normally denergized circuit closing devices ofrelatively low resistance in such circuits; a normally energized circuitClosing device of relatively high resistance,

said device adapted to be shunted by a low resistance device uponcompletlon of the corresponding partial circuit; front and back contactsfor said electroresponsive devices; electroresponsive signal means,circuits for said means including contacts of said low resistancedevices and the back contact of said high resistance device, alternativecircuits for said signal means including the front contact oi said highresistance device and contacts of a circuit selecting device, saidselective contacts adapted to be closed upon energization of acorresponding signal means and to remain closed during energization 0]":such means.

5. In a railway controlling system, a trackway divided into blocks andcontacts in each block, a car carried mechanism comprising partialcircuits adapted to be closed through said contacts, circuit selectingdevices adapted to be actuated by currents in such circuits, auxiliarycircuit selecting devices adapted to be actuated by the first mentioneddevices, and means for retaining said auxiliary selecting devices in agiven posi tion; electroresponsive signal means, partial circuits forsuch means through the first mentioned selecting devices, alternativepartial circuits for such means through the auxiliary selecting devices;a normally energized relay having front and back contacts and adapted tobe deenergized by energization of one ofthe first mentioned selectingdevices to close a circuit of a signal means through such device and tobe energized upon deenergization of the first mentioned selecting deviceto close the alternative circuit of said signal means through anauXilary selecting device.

6. In a railway controlling system, a trackway divided into blocks, aset of contacts in each block, and means whereby con tacts of a givenset will be connected and disconnected in accordance with the presenceof cars in other blocks; a car-carried signal mechanism including signaldevices, means for selectively actuating said signal devices whilepassing a set of said contacts, means for retaining said signal devicesin the actuated condition between sets of said contacts, and acontact-closing device whereby said retaining means will be normallyrendered operative, and said actuating means will be rendered operativewhile passing a set of contacts.

7 In a railway system which includes a trackway divided into blocks, aset of electric contacts in each block and means whereby contacts of agiven set are disconnected and connected correspondingly with thepresence and absence of cars in other blocks; a car. carried signalmechanism comprising, in combination, signal devices, means forselectively actuating said signal devices, and means for retaining saidsignal devices in said actuated condition, said actuating and retainingmeans comprising electric circuits, a high resistance electric circuitarranged to control said actuating and retaining circuits, a lowresistance electric circuit which is adapted to shunt said highresistance circuit, and a device arranged to automatically make, whilesaid car is passing a set of said trackway contacts, said low resistancecircuit.

8. In a railway system which includes a trackway divided into blocks, aset of electric contacts in each block and means whereby contacts of agiven set are disconnected and connected correspondingly with thepresence and absence of cars in other blocks;

7 a car carried signal mechanism comprising,

in combination, signal devices, means for selectlvely actuating saldsignal devices, and means for retalmng sa1d signal devices in saidactuated condition, said actuating and retaining means comprisingelectric circuits, a high resistance electric circuit arranged tocontrol said actuating and retaining circuits, a low resistance electriccircuit which is adapted to shunt said high resistance circuits, carcarried means to supply an electric current to said high and lowresistance circuits respectively forming elements in said circuits, anda device arranged to automatically make, while said car is passing a setof said trackway contacts, said low resistance circuit.

In testimony whereof I affix my signature in presence of two witnesses.

ANDREl/V J. BROOKINS.

Witnesses BRUCE E. LUCAS, EVA BROOKINS.

Copies of this patent may be obtained for live cents each,- byaddressing the Commissioner 0! Patents. Washington, D. G.

